Retractable and extensible railway car diaphragm



RETRACTABLE AND EXTENSIBLE RAILWAY CAR DIAPHRAGM Filed Jan. 29, 1968 9Sheets-Sheet 1 J I I INVENTORS l i v ALBERT e. DEAN 1 BY OMAR E. FREHOLMA CrE/VT A. G. DEAN ET AL Dec. 30, 1969 9 Sheets-Sheet 2 Filed Jan. 29,1968 O a m m m 0M0 m E MM V GF mT R II ER BA LM AO w nJ ww AGENT Dec.30, 1969 A. G. DEAN ET AL RETRACTABLE AND EXTENSIBLE RAILWAY GARDIAPHRAGM Filed Jan. 29, 1968 9 Sheets-Sheet 5 A. a. DEAN ET AL Dec. 30,1969 RETRACTABLE AND EXTENSIBLE RAILWAY CAR DIAPHRAGM Filed Jan. 29,1968 9 Sheets-Sheet 4.

m m N m m NCDLE E .R w I.,TE p R LM A0 .Y M 7 B A GENT Dec. 30, 1969 DETAL 3,486,464

RETRACTABLE AND EXTENSIBLE RAILWAY GAR DIAPHRAGM Filed Jan. 29, 1-968 9Sheets-Sheet 5 A GEN Dec. 30, 1969 c5, N ET AL 3,486,464

RETRACTABLE AND EXTENSIBLE RAILWAY CAR DIAPHRAGM Filed Jan. 29, 1968 9Sheets-Sheet 6 INVENTORS ALBERT G. DEAN BY OMAR E. FREHOLM AGENT.

Dec. 30, 1969 A; a. DEAN ET L RETRACTABLE AND EXTENSIBLE RAILWAY CARDIAPEIRAGM 9 Sheets-Sheet 7 Filed Jan. 29, 1968 A GENT- Dec. 30, 1969 A.ca. DEAN ETAL 3,486,464

RETRACTABLE AND EXTENSIBLE RAILWAY CAR DIAPHRAGM Filed Jan. 29, 1968 9Sheets-Sheet 8 INVENTORS ALBERT e. DEAN BY OMAR E. FREHOLM .A GENT".

RETRACTABLE AND EXTENSIBLE RAILWAY CAR DIAPHRAGM Dec. 30, 1969 DEAN ETAL9 Sheets-Sheet 9 Filed Jan. 29,

INVENTORS ALBE RT (3. DEA N BY OMAR E. FREHOLM A GENT United StatesPatent U.S. Cl. 1058 6 Claims ABSTRACT OF THE DISCLOSURE An extensibleand retractable diaphragm arrangement with an operating mechanism toposition the same between its retracted and extended states. Thediaphragm is mounted within the vestibule end of a car which has anexterior streamlined nose construction. By-parting vestibule doors areflush with the front end of the car in their closed position but can beswung open in alignment with the front face of the car to permitextension of the diaphragm. A separate frame supports the diaphragm. Adiaphragm actuating mechanism consisting of a screw jack arrangementmoves the supporting frame in or out to retract or extend the diaphragm.

It has been proposed to provide a railcar having a streamlined noseportion which can operate in an independent coupled first state, andalternatively in a second coupled state. The streamlined end in thelatter coupled state may be in working engagement with another car toenable passengers to walk between the cars so coupled. By-parting doorsare provided on the streamlined end which enables extension of diaphragmapparatus from within its vestibule to engage a diaphragm apparatus ofthe next adjacent car. When it is desired to operate the car with astreamlined nose independently of the coupled car, the diaphragmapparatus must be withdrawn into the vestibule of the car and the doorsclosed once again. Due to the high speeds of operation of the car andits versatility of operating arrangements special problems have beenencountered.

It is an object of this invention therefore to provide improvedretractable diaphragm apparatus for the streamlined end of a railcarhaving advantages over prior art arrangements and which has versatilityand ease of operation.

For a better understanding of the present invention together with otherand further objects thereof reference is had to the followingdescription taken in conjunction with the accompanying drawings and itsscope will be pointed out in the appended claims.

In the drawings, FIG. 1 is a side elevational view of a streamlined orslant nosed car in coupled engagement with a fiat or blunt nosed carwith the diaphragms of the two cars so coupled in working engagementwith one another;

FIG. 2 is a vertical view taken along the line 2-2 of.

FIG. 1 and showing the end of the streamlined car with its diaphragm ina fully extended position;

FIG. 3 is a view similar to that shown in FIG. 2 but 'with the diaphragmapparatus retracted within the vestibule of the car and with its doorsin a closed flush condition;

FIG. 4 is a vertical sectional view taken along the lines 44 of FIG. 2showing the diaphragm apparatus in its fully extended position;

FIG. 5 is a view similar to FIG. 4 showing a portion of the diaphragmactuating mechanism which is effective to move the diaphragm in or out;

FIG. 6 is a vertical sectional view taken along the lines 6-6 of FIG. 3and showing the slant nosed construction of the front end of the car aswell as a portion of the hinge apparatus by which the doors are swungopen;

FIG. 7 is a sectional view taken along the lines 77 of FIG. 4 showingthe lower portion of the diaphragm in its extended position;

FIG. 8 is a sectional view similar to FIG. 7 but taken along the lines8-8 of FIG. 6 and showing the diaphragm in its withdrawn position intothe vestibule of the car and the by-parting doors in their closed state;

FIG. 9 is a vertical sectional view taken along the lines 99 of FIG. 8showing the interior structural arrange ment of the frame supporting thediaphragm;

FIG. 10 is a three-quarter perspective view showing the diaphragm frameremoved from the vestibule of the car body;

FIG. 11 is a partial view of that shown in FIG. 10 and indicating thecross-sectional construction of the threshold sides and top of theframe;

FIG. 12 is a three-quarter vertical perspective view of the frame withthe compressible diaphragm on the front surface thereof and showing themanner by which the screw jack mechanism cause-s the frame to sliderelative to the floor of the car.

Referring now to FIGS. 1 to 3 inclusive of the drawings, there is showna railway passenger car 10 employing the retractable diaphragm apparatus11 of the present invention, which extends from its streamlined nose endportion 12. The retractable diaphragm enables the car to operate eitherin a coupled state or independently in an uncoupled state. By way ofexample, the streamlined car 10 is shown coupled with a blunt nosed car13, enabling the cars to operate in tandem. Its diaphragm apparatus 14engages the diaphragm apparatus 11 of the streamlined end of car 10. Thediaphragm apparatus 14 of car 13 is of the type described and claimed inthe copending application for patents of Albert G. Dean entitled RailwayCar Diaphragm Buffer Structure, Ser. No. 560,311 filed June 24, 1966,now Patent No. 3,399,- 632, issued Sept. 3, 1968, and assigned to thesame assignee as the present application.

As seen in FIG. 2 it is noted that the streamlined end 12 of car 10includes lay-parting doors 15, 16 which have been swung open. The doorsare folded back against the front intersecting panel surfaces 17, 18 ofthe car. With the doors so positioned the retractable diaphragmapparatus of the present invention as at 11 is enabled to be extended asindicated also in FIG. 1. Conversely when the diaphragm apparatus isretracted within the vestibule 23 the doors 15 and 16 may be closed asshown in FIG. 3. In this latter state the car 10 is enabled to operateindependently to utilize the streamlined configuration of its front end.Certain features of the aforementioned doors 15 and 1-6 and theirassociated hinge apparatus are described and claimed in the co-pendingapplication for patent also of Albert 6. Dean entitled Hinge and DoorApparatus, Ser. No. 701,360, filed Jan. 29, 1968, and assigned to thesame assignee as that of the present invention.

Referring now to FIGS. 4 and 10 it is observed that the diaphragmapparatus 11 comprises an inverted U-shaped frame 25 with a resilientrubber sponge like diaphragm member 27 also of U-shape configurationextending around the front faces of two upright sides and the top of theframe. A front face plate member 29 which is of a channel constructionengages the front portion of the cushion member and a rear sandwichplate member 31 supports its rear surface. The latter plate may in turnbe suitably secured to the front face of the frame 25.

As best seen in FIGS. 10, 11 the sides and the top of the frame 25 areof hollow box construction. Each side or leg 33 consists of an outerside angle 35 having a front flange which defines a front face 36 and aside flange defining an outer face 37, the latter terminating in aforwardly turned lip portion 38. An inside composite plate member 39 isjoined at its forward end to the front flange 36 and extends a distancebeyond rear U-shaped plate 41 which closes the rear portion of thehollow frame. It will be noted that each of the depending side portionsof the frame are of tapering cross-sectional area, being wider at thetop than at the bottom. The top transverse portion of the U framelikewise consists of an outermost or top angle member 59 having avertical front face flange portion 60 and a top horizontally disposedplanar surface 61 which terminates in with forwardly inclined lipportion 62. An inside or lower composite plate 61b closes off the insidetop of the frame by extending between flange 60 and plate 47. Theaforementioned composite vertical side plates 39 consist of an aperturedinner angle member 63 which is overlapped by a much wider vertical plate64. The latter includes a cut-out as at '65 to accommodate a removableplate 66 Which may be suitably secured to the first mentioned angleplate 63. The removal of plate 66 enables access within the hollow frameto permit installation and disassembly of the aforementioned cushionmember 37 and face plate 29 which constitutes the diaphragm, An upperhorizontally disposed slide angle track 69 and a like disposed lowerslide track 70 are secured to the inside faces of side plates 39 andserve a purpose which will be later described. Upper hollow spacingfittings 71 and a lower larger spacer fittings 73 are affixed to therear end plate 47 of the hollow frame and serve to mount the driveapparatus for extending and retracting the frame. In addition athreshold apparatus 75 extends between and is aflixed to the bottominside surfaces of the side plate 39. The threshold consists of a lowerchannel member 76 having its opposed flanges 77 extending in an uprightorientation, and includes angle members 78 received between the uprightflanges 77. A flexible rubber-like flap member 79 overlaps the topflange of the angles so as to have a free portion extending beyond thechannel member 76. A central plate 81 overlaps portions of the flapelements and is secured to the aforementioned angle members 78. Inaddition forward threshold plate 82 is secured to the foremost flap 79and a like rear threshold plate 83 is secured to the trailing flapmember 79. Since the flap elements are of resilient material the plates82 and 83 are suitably hinged by the former material constituting theflap.

With reference to FIG. 10 it is noted that the aforementioned inturnedlip portion 61 of the frame includes a pair of cut-outs 85 spaced alongthe length of the lip and in a similar manner the topmost inturned lip62 like- Wise includes cut-outs as at 86 to enable tracking of the frameduring its fore and aft motion. In addition the aforementioned thresholddevice 75 also includes a downwardly extending angle member 87 having aninturned lip portion as at 88 which functions in a manner similar to thelip portions 61, 62 to provide sealing engagement as will later bedescribed.

Referring now to FIG. 12 it is noted that the vestibule structure of thefront end of the car consists of a vestibule floor plate 90 which restsupon hollow end sill 91 of the floor frame of the car. Resilient bufferplate 92 including resilient buffer cushion means 93 are suitablysecured to the front surfaces of the end sill 91 as at 94. In order topermit fore and aft sliding movement of the diaphragm frame 25 relativeto floor 90, spaced apart bearing plates 95 are secured to the floor. Asseen in FIGS. 8 and 9 the bottom of the frame 33 includes in each legportion thereof a transverse channel member 97 having a sheet of bearingmaterial 98 aflixed to its lower surface thereof. The Weight of thediaphragm frame is thus transmitted through bearing plate 98 intosliding contact upon the aforementioned bearing strips 95 affixed to thefloor 90 of the vestibule.

Referring now to FIGS. 7 and 12 it is noted that the vestibule 23includes upright rear posts 99, 100 which support end back verticalplates 101 and 103 defining the rear end of the vestibule. The postsmoreover at their top extremities support the upper ceiling plates 104,105, see FIG. 4, which are joined along angular lip portions 106, 107respectively. Vertical Wraparound plates 108 and 109, FIG. 12, arelikewise supported by the aforementioned vertical posts 99, 100. Theaforementioned plates 108, 109 overlap the previously referred tocomposite side plates 39 of the frame 33. The top and bottom edges ofthe aforementioned side plates 107, 109 are received in the slide tracks69, 70 aflixed to side plates 39.

As best seen in FIGS. 7, 8 and 9 the vestibule structure at its forwardends includes a pair of collision posts and 116 of channel shapedcross-section which are disposed forwardly of the previous mentionedposts 99 and 100. A vertically disposed panel 119 disposed in a fore andaft direction is secured at its forward end to the aforementionedcollision post 116 by angle member 120. A second panel 121 is disposed aslight distance inboard of panel 119 and is connected to it by means ofZ connector 122. The rear end of the panel 121 is likewise secured tothe aforementioned rear post and abuts along its edge to the previouslyreferred to rear plate 103. As seen in FIG. 9 a pair of slide guides,each in the form of a channel 125, and having a layer of bearingmaterial 126 thereon are provided top and bottom along the verticallength of panel 119 to guide the fore and aft movement of the frame 33.Similar guides 128 having bearing surfaces 129 are disposed in fore andaft direction to control the movement of the frame 33. It is noted (seealso FIG. 12) that the guides 129 are received within the cut-outs 80along the top lip of rear plate member 47.

Referring to FIGS. 6, 7 and 8 it is noted that the inboard faces ofcollision posts 115, 116 include channel members extending in a slightlyvertical direction from the floor to the ceiling of the vestibule area.A resilient rubber-like cushion material 137 is received within thechannel members. When the diaphragm frame 33 is moved from its withdrawnposition as indicated in FIG. 8 to its extended position as indicated inFIG. 7 the outward extending lips 61 projecting beyond the outside facesof the frame coact with the aforementioned cushion material 137.Moreover as seen in FIG. 12 the top of the rear plate 47 of thediaphragm frame 33 likewise engages a similar channel and seal 139 and140 respectively. Furthermore, referring to the view indicated in FIG. 4it is noted that the aforementioned downwardly depending lip portion 87at the bottom of the threshold member 75 engages a like transverse angle144 and cushion member 145. Thus it is noted that in the extendedposition of the diaphragm frame apparatus the same forms a weather-tightseal with the remaining structure of the vestibule thereby preventingthe entry of noise, dirt and the like.

Referring now to FIGS. 5 and 9 it is noted that a drive system asindicated by reference character 147 is provided to actuate theaforementioned retractable diaphragm frame 25. For this purpose a motorM provided with a suitable source of electrical energy, rotates, throughcomposite top shaft 15.1, a pair of bevel gears 152 disposed on itsopposite ends. A limit switch device 153 is effective to count thenumber of rotations of shaft 151 and control its rotation in the desireddirection. A pair of vertically disposed composite shafts 155 and 157are suitably secured as by bracket devices 159 to top and bottomportions of the aforementioned vestibule posts 100 and 101. Rotativepower from the horizontally disposed upper beveled gear units 152 istransmitted to bevel gears .160 secured to the tops of shafts 155 and157 respectively. Shafts 155 and 157 each include upper and lowerthreaded worm gear element-s 165, 166 respectively at the level of thebrackets 159 which engage thread wheel element 167 keyed to threadedshafts 168 disposed at right angles to the first named shafts. As bestseen in FIG. 5 the forward ends of the latter shafts 168 are threadedlyengaged with captive nut means 17 0 which in turn are suitably securedto the aforementioned upper and lower spacer fittings 71, 73respectively.

Alternative manual means are provided in lieu of the electrical drive bymotor M to actuate the diaphragm frame and its cushion diaphragm element27. For this purpose shaft 157 includes a bevel pinion gear 175 affixedthereto midway along its length. Bracket support means 176 are likewiseprovided and secured to the upright post 99. The bracket which is Ushaped in form includes a mating bevel pinion gear 179 which meshes withthe aforementioned bevel gear 175. The bevel gear 179 includes a stubshaft portion 180 which is mounted for rotation in and extends throughthe bracket and the upright post. A crank arm 181 may be affixed to theend of the shaft 180 and rotated in the desired direction to transmitmotion through the drive shaft to either retract or extend the diaphragmapparatus.

While there has been described what at present is considered thepreferred embodiment of this invention it will be obvious to thoseskilled in the art that various changes and modifications may be madetherein without departing from the invention, and it is therefore aimedin the appended claims to cover all such changes and modifications asfall within the sphere of this invention.

What is claimed is:

1. In a railcar having a nose portion defining a streamlined surface,door means movable between a closed position and an open position, saiddoor means defining a portion of said streamlined surface when in theirclosed position and movable to an open position to provide a doorwayopening in said streamlined surface, vestibule means including a floor,ceiling and sidewalls, diaphragm means mounted for movement between aretracted position completely housed within said vestibule means to anextended position projecting forwardly of said doors in their openposition, and drive means for moving said diaphragm means between itsretracted and extended positions.

2. In the railcar as set forth in claim 1 wherein said railcar includesbuffer means extending forwardly of said nose portion and includes aresilient buffer face plate, and wherein said diaphragm means includeinverted U- shaped frame means comprising a top portion and leg portionsextending downwardly to said floor, threshold means 1 l 6 extendingbetween the leg portions adjacent said floor, diaphragm cushion and faceplate means secured to said frame means, said face plate means uponmovement of said diaphragm means to its extended position being coplanarwith said buffer face plate.

3 In the railcar as set forth in claim 2 wherein said drive mean-sinclude motor and drive shaft means mounted to said vestibule means, andfurther including driven shaft means connected to said drive shaft meansand said downwardly extending leg portions, to cause said diaphragmmeans to be moved between its retracted and its extended positions.

4. In the railcar as set forth in claim 3, including, gear meansassociated with said driven shaft means, and crank means connectiblewith said last named gear means, whereupon manual rotative movement ofsaid crank in one direction is effective to move said diaphragm means inone direction to retract the same and upon manual rotative movement ofsaid crank in opposite direction is effective to move said diaphragmmeans to its extended position.

5. In the railcar as set forth in claim 2, including, first seal means,secured to said floor ceiling and sidewalls encircle said vestibule, andsecond seal means secured to said top portion, said leg portion and saidthreshold, said second seal means being movable into cooperative sealingengagement with said first sealing means upon movement of said diaphragmmeans to its said extended position.

6. In the railcar as set forth in claim 2, including spaced apartbearing strip means disposed parallel to and on opposite sides of thelongitudinal axis of said car, said bearing strip means being interposedbetween said floor and said downwardly extending leg portions of saiddiaphragm means, said bearing strip mean-s supporting said diaphragmmeans during movement of the latter between its retracted and extendedpositions.

References Cited UNITED STATES PATENTS 447,054 2/1891 Green -17 XR2,642,816 6/1953 Sbrighi 105-8 2,794,401 6/1957 Dean 105-40 3,399,6329/1968 Dean 105l5 ARTHUR L. LA POINT, Primary Examiner H. BELTRAN,Assistant Examiner US. Cl. X.R.

